-
FAA ASW Runway Safety SummitFirst Officer Kent LewisHuman
Factors Working GroupAir Line Pilots Association, International
April 22-23, 2008Ft Worth, TXPromoting Runway SafetyThe Pilots
Perspective
-
FAA ASW Runway Safety SummitSpecial thanks to:ALPA Engineering
& Air SafetyPierre HugginsTerry McVenesShawn Pruchnicki
-
Who Is ALPA?Represent 54,000 pilots at 41 Air Lines in North
AmericaIFALPA represents over 104,000 pilots at 90 member
AssociationsSafety makes up a significant percentage of the
operating budgetWhy? - Schedule With Safety been our motto for 76
years
-
Looking for Ways to Better Manage Risks Before They Become
Accidents
-
ALPA Safety CommitteeProject Overview178 Funded Projects Across
13 Technical GroupsPlus9 Accident Investigations
-
Our RoadmapALPA Safety Committee Priorities
-
30 years agoThe potential severity of runway incursions was
fully realized
We also faced great risk of:CFIT accidentsWindshear
accidentsMid-air collisions
-
Threat: Controlled Flight Into Terrain
-
Threat: Low Level Windshear
-
Threat: Mid Air Collision
-
Evaluating the Risk of Runway Incursions
-
Two commuter aircraft, Quincy, IL, November 11, 1996. Runway
Incursion Likelihood
-
Runway Incursion Incidents in the US FAA and ICAO Data, 2003 -
2007
Chart2
323583
326504
327530
330806
371887
FAA
ICAO
Sheet1
FAAICAO
2003323583
2004326504
2005327530
2006330806
2007371887
Sheet1
FAA
ICAO
Sheet2
Sheet3
-
Runway Incursion SeverityRunway Incursion, B737 & Metro III
Collision at LAXFebruary 1, 1991
-
Fatal Runway Incursion Accidentsin the US, 1990 - 20071990
Atlanta, GA: B727 / Beech A1001990 Detroit, MI: DC9 / B7271991 Los
Angeles, CA: B737 / SW41994 St. Louis, MO: DC9 / C4411996 Quincy,
IL: Beech 1900 / Beech A902000 Sarasota, FL: C172 / C1522006
Lexington, KY: CRJ 100112 Fatalities
-
Runway Incursion Incidents in the US May September 2007San
Francisco: E-170 / E-120.......35 feet (est)Teterboro: P180 / SR22
...50 feet (max braking)Fort Lauderdale: A320 / B757......230
feetNew York: CRJ-100 / B737.......650 feetTeterboro: LJ45 /
CL60.......1200 feetLos Angeles: B737 / A320 ..37 feetWashington:
LR-35...... Closed runway792 Crew and Passengers
-
Conclusion: Runway Incursion Risk is Unacceptable
-
Runway Incursion MitigationsWe cannot change the potential
severity of an incursionWe can reduce the likelihood of an
incursion through layers of mitigationsCAST recommendations made in
2002 to reduce frequency of incursionsMost not yet fully
implemented
-
Highly Effective Mitigations: Aircraft Moving Map
Add traffic to display
Runway occupancy advisories
Graphical/text of taxi and clearance limits
ASDE-XAll great high tech solutions
-
Dont Judge a Book
-
Modern Airliner Flight Deck with Steam Gauges
-
By Its Cover!
-
Flight Deck of Small General Aviation Aircraft
-
Intelligent DesignMany airports have exceeded their design
capacity and were engineered for a different generation of
aircraft.
-
Hotspots
The challenge is to design Airports that Do Not Require
Hotspots!
-
End-around TaxiwayA better design at DTW
-
AtlantaEndAroundTaxiway
-
Low Tech SolutionsPAINT and LIGHTSRunway Status LightsEnhanced
Airport Lighting ProgramEnhanced Runway Markings
-
Graphics not to scaleCan You See Me Now?BeforeAfter
-
Contrast Contrast Contrast
-
Taxiway CenterlineEnhancement
-
Enhanced ComplexIntersection
-
NOTAMSHas the time come to start over?Technology exists to
deliver a better product
Are they Intuitive?
Are they as effective at communicating critical information as
we would like?
A real challenge for future growth
-
Screen Capture from ALPA Web Site www.alpa.orgTraining, SOPs,
& Education
-
InvestigationBeyond Probable CauseProbability of Cause,
maybe?
We know Who did What.
Why did system not support expert operators?
System must be resilient to random errors made by expert
operators.
-
SHEL ModelWe are the Liveware in the middle, surrounded by a
system or SHEL
_905601582.doc
-
S = SoftwareTransfer of information between the human and
supporting systemsPhilosophyPolicyProceduresChecklistsPublications
Regulatory requirementsInformation systems
-
H = HardwarePhysical and mental interactions between the person
and machine or equipmentSystems managementAutoflight, Powerplants,
Air conditioning, Pressurization, Flight Controls, aircraft
configuration, Com/Nav/Ident radio(s) Information displaysFlight,
nav, weather, traffic, performanceFlight deck design and
limitationsRestricted visionSynthetic vision
-
E = Environment
Internal Factors External FactorsPersonal
comfortTemperatureGlareNoiseDay/nightVisibilityWeatherLights
SignsMarkingsRunway condition
-
L = LivewareThe nature of humans (physiology) and interactions
between humans (psychology).Voice communicationsPhraseologySpeech
content/rateLanguage barriersRead & hear back
Crew briefingsCrew interactions Labor relationsNon-verbal
cues
-
PhysiologicalGeneral healthNutritionVisual detection and
acuityStress Fatigue levelArousal level
-
PsychologicalMental capabilitiesPerceptionsInformation
processing Attention spanWorkloadMotivationTime compressed decision
making
Knowledge (including training) Attitude PersonalitySituational
AssessmentConcurrent task managementProspective memory
-
SHEL ModelThe interface or edge between each component of the
system is not clean and smooth, but rather jagged and fuzzy. This
is another area where hazard and error exist.
_905601582.doc
-
Safety Improvements WantedRequire all runways crossings be
authorized only by a specific clearance. A-00-67Require runway
crossing clearances be issued only after the previous runway has
been crossed. A-00-68Runway Incursions
-
ALPA White Paper on Runway IncursionsWWW.ALPA.ORG
-
AMM with own-ship displayRWSLTHLEnhanced airport
markingsPerimeter taxiwaysImprove SOP for aircraft ground
opsImprove ATC ground movement trainingProvide ATC with better
technologyImprove automation and visual aids at airports
Priority Action Items
-
WWW.ALPA.ORGSafety Enhancement Collaborations
AC 120-74A SOP for Ground Ops
On-Line Pilot Education 12,000 course completions
FAA/ALPA DVD Was That for Us?
AC 150/5340-1J Painting and Markings
RIIEP
-
ALPA Runway Safety Website
ALPA Hold Short for Runway Safety
http://www.alpa.orgSafety/Security tab
-
Air France, August 2005Toronto Runway 24LAnother Runway Safety
IssueRUNWAY EXCURSIONS
-
Runway Safety AreasNon-complianceScheduleDeclared DistancesWhen
is a runway not a runwayNeed information more accessible to
pilotsAll charts should show useable lengthsNo exceptions! Not 200,
not 400, not 600! Runway Safety Areas need to be at least (!!!)
1,000long!!!EMAS
-
EMAS One option
-
ALPA Position on EMAS
Air carrier airports should upgrade all runway safety areas.
Where upgrades that meet minimum standards of AC 150/5300-13 or
ICAO ANNEX 14 Section 3.4 are not feasible, Engineered Materials
Arresting Systems (EMAS) should be installed.
-
Runway Safety A Puzzling Issue
-
Which Will Be SolvedWhen We Work Together Moving Map
DisplayRunway Status LightsSurface Movement RadarPerimeter
TaxiwaysTraining & CommunicationsVisual Aids
-
A Call For ActionWe have the knowledge and the means to
eradicate the incursion problem
Do we have the political will, and will we expend the necessary
resources to do so?
-
THANK YOUfor your commitment to the continuous improvement of
aviation safety.Together we are making a difference
Good morning ladies and gentlemen. On behalf of the 60,000 men
and women of the Air Line Pilots Association, its a pleasure to be
here in the Bay area for the AAAE Runway Safety Summit.
My thanks to the American Association of Airport Executives, the
Mitre Corporation, Booz Allen Hamilton, and Farragut International
for presenting this years conference, as well as to all of the
corporate sponsors.
Runway safety is on everyones mind, especially as traffic levels
increase, while we continue to hear more and more about the near
misses that continue to plague our aviation system.Good morning
ladies and gentlemen. On behalf of the 60,000 men and women of the
Air Line Pilots Association, its a pleasure to be here in the Bay
area for the AAAE Runway Safety Summit.
My thanks to the American Association of Airport Executives, the
Mitre Corporation, Booz Allen Hamilton, and Farragut International
for presenting this years conference, as well as to all of the
corporate sponsors.
Runway safety is on everyones mind, especially as traffic levels
increase, while we continue to hear more and more about the near
misses that continue to plague our aviation system.*Before I begin,
Id like give everyone a little background on who ALPA is. As I
mentioned, we represent more than 60, 000 airline pilots at 42
airlines, both here in the United States and in Canada. Through our
affiliation with the International Federation of Airline Pilots
Association (IFALPA), we represent over 110,000 pilots across the
globe at 90 member Association.
For more than 76 years, safety has been a core value of our
Association. Its even part of our motto: Schedule with Safety.
Consequently, we do more than just talk about safety, we put our
money where our mouth is and a significant part of our operating
budget, which comes from our members dues contributions, go
directly to dealing with aviation safety issues that affect our
membership, our fellow employees, and the traveling public.
We work collaboratively with government and industry groups on a
wide variety of topics, bringing the line pilot perspective to the
table in those discussions.
As safety professionals, we are constantly driven by the
ultimate goal an air transportation system is accident free.
We get to that goal because hazards are identified and risks are
managed BEFORE they cause an accident.
In the last 10 years weve made some great strides towards that
goal. As an industry, weve reduced the fatal accident rate in this
country by 65%.
Unfortunately, our work is not yet complete and occassionally we
get reminded that we have more to do to reach that goal.As we
continually strive towards that goal of zero accidents, we
currently have 178 funded projects within the ALPA Safety Committee
spread across 13 difference technical groups. This past year, weve
also been involved in 9 active accident investigations.
As much as Im sure youd love for me to give you an update on
each of the 178 projects were working right now, Im not going to do
that.
In fact, to think in terms of 178 projects is extremely
difficult. When everythings important, nothing is important. Which
is why in recent years, weve began thinking in terms of ISSUES.
What are the key safety ISSUES we see that are important to our
membership?
And here are those ISSUES. Read.
Each one of the 178 projects that make up our work product is in
place to address one of these 10 key issues.
The subject of this conference, and the reason ALPA has such a
keen interest in the presentations and information that comes out
of the next couple of days, is because accident investigation and
prevention and runway safety are two of ALPAs key safety
issues.Lets take a trip down memory laneCFIT Korean Flt 801, Guam
8-6-1997L-1011 Windshear Accident at DFWAugust 2, 1985
SAN 727 Mid-Air Collision 9-25-1978So given the severity and the
potential loss of life that could occur during a runway incursion,
combined with the reality in the numbers of runway incursions we
are seeing even today , runway incursion risk simply is
unacceptable to us as aviation safety professionals, and its
unacceptable to the traveling public.But you cant judge a book, as
represented by this common jet airplane.That actually isnt so
modern when it comes to the equipment on board.By its cover, as
compared to this General Aviation aircraft.That has a great modern
flight deck.
The fact of the matter is that very few passenger carrying
airplanes operating today are equipped with the high tech solutions
that can mitigate runway incursions.So we have to look outside of
the cockpit as well, if we really want to fully solve the runway
incursion issue.
So lets start with the airports themselves.
Lots of intersecting runways, taxiways, and hot spots that have
been identified as critical areas where RI can occur.END AROUND
TAXIWAYS
Increased Airfield Operational EfficiencyReduction in taxi
time/delayReduction in frequency congestionIncrease in runway
throughputAtlanta: Additional 6-8 departures per hour in West
operations This example of the proposed Atlanta End-Around layout
shows it departing TW B, crossing well beyond the RW 8R/26L
threshold, and rejoining TWs E and FReduction in Runway
CrossingsCurrently, large numbers of crossings at large airports
with multiple parallelsAtlanta: 1100 per dayDallas/Fort Worth: 1700
per dayOHare Modernization Plan: 1700-2000 per day (depending on
final layout decision)
PVD Centerline, Holding Line and Runway Surface Signage
EnhancementsCAN YOU SEE ME NOW ?
Comparison of standard and enhanced markingsContrast of colors!
Our opinion is that the WHITE colors on the runway side would have
been a more affirmative contrast!PVD taxiway centerline
enhancementPVD Enhanced Complex IntersectionThe FAA does not use
their design criteria for NOTAMSScreen captured from ALPA Web
SiteThis is the SHEL model.
Developed in early 1970s by Elwin Edwards, later revised by
Captain Frank Hawkins. I like as a data gathering tool, because if
you forget a paper checklist, you can always sketch this on a black
board.
This is a nice way to organize large volumes of information and
visualize how they interact
The L in the middle is the person involved in the accidenti.e.
pilot, controller, mechanic etc.- Very dynamic in nature. Can
change day to day, or even hour to hour.
- Nutrition = Very difficult to maintain in our profession.
- Incapacitation = Obvious vs. non-obvious
- Stress = Normal vs. Overwhelming.
- Personality- Innate or acquired at a very young age.- Deep
rooted, stable resistant to change.- Aircrew screening before
hiring attempts to find these troublesome traits- Attitudes- They
are learned- They are more susceptible to change through training,
awareness and persuasion- Mood- Can change daily or maybe even
hourly- Research shows that can have a negative effect on decision
making & risk taking
Runway incursions the number one safety issue on just about
everyones most wanted list to solve. But what do we read when these
serious events take place? I know what I read all too often. FAA
says controller error to blame for latest runway mishap. Pilot
failed to follow controllers instruction in yesterdays near
miss.Come on folks. Lets not wait for another Tenerife accident to
occur before we get serious about solving the runway incursion
issue. Lets stop the blame game, and make the commitment as an
industry to get our runways and taxiways painted with enhanced
markings. Lets improve the signage and lighting around our
airports. Lets get the equipment into our control towers and
cockpits that will improve situational awareness at both ends of
the radio. Lets install things like runway status lights that have
already been proven to reduce or eliminate runway incursions in
real operations. But most of all, lets stop pointing fingers; lets
stop making excuses; lets stop simply punishing the errors.The
traveling publicmy passengersdeserve nothing less.Thank you